Internal-combustion engine.



M. M. McCOY. INTERNAL COMBUSTION ENGINE. APPLICATION FILED NOV. 27.I916.

Patented J 11110 11, 1918.

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INTERNAL COMBUSTION ENGINE APPLICATION mu) Nov. 21. 1915.

1,269,195. PatentedJune 11, 1918.

2 SHEETS-SHEET 2- a Ensrerns rarnnr erfrren MAMON H. MCCOY, OF DAWSON,NEW MEXICO, ASSRE'NOR 0F ONE-HALF '20 G. A. WILL,

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Specification of Letters Patent. Patenteddune 13.1, 1918.,

- Application filed November 27, 1916. Serial No. 183,751.

To all whom it may concern:

Be it known that I, MARION M. McCoY, a citizen of the United States,residin at Dawson, county of Colfax and State of ew Mexico, haveinvented acertain new and usefulv Improvement in Internal-CombustionEngines, of which the following is a full clear, and exact description,such as will enable others skilled. in the art to which" it appertainsto make and use the same, ref; erence'beinghad to the accompanyingdrawings, forming part of this specification My invention relates tointernal combustion engines, the principal object of my invention beingto generally improve upon and simplify the existing types of internalcombustion engines and further to provide an engine having acomparatively hlgh degree of efiiciency.

Further objects of my invention are to provide an engine having twincylinders and a double headed ,piston operating in each cylinder withboth istons connected to the crank shaft by sing e pitman or connectingrod, and further to provide means for the introduction, compression andthe firing of explosive vapor in both ends ,of each cylinder.

With the foregoing and other objects in view, my invention consists incertain novel features of construction and arrangement of parts,hereinafter more fully described and claimed, and illustrated in theaccompanying drawings, in which- Figure 1 is a vertical section takenthrough the center of an internal combustion engine of my improvedconstruction.

Fig. 2 is a diagrammatic view illustrating the positions of the valvesduring the various strokes of the piston.

Fig. 3 s a vertical section taken approx imately on the line 33 of Fig.1.

Fig. 4 is a horizontal section taken approximately on the line 44 ofFig. 1.

Fig. 5 is an elcvational view of the engine with the cam shaft housingin section.

In the drawings which illustrate a practical embodiment of my invention,10-10 designate twin cylinders which are arranged side by side and eachcylinder being provided with the usual combustion chamber 11 in whichoperates a double headed piston 12. The central portions of the twopistons are connected by a wrist-pin 13, the same extending throughvertically disposed slots 14 formed in the walls of the cylinof thiswrist-pin is the upper end or a pitman or connecting rod 15, the lowerend of which is connected in the usual manner to a crank shaft 16. Thiscrank shaft is journaled in suitable hearings in the end walls of acrank case 17, the latter being provided with a top platelS, the sameserving as heads for the lower ends of the combustion chambers 11. Theupper ends of these combustion chambers are closed by a head or plate19, the .same being secured to the cylinders 10 in any suitable manner.

Necessarily, the central portion of plate 18 is provided with an opening20 through which the pitman 15 operates.

The walls of the cylinders 10 and plates 18 and 19 are preferablyprovided with communicating chambers or spaces through which coolingfluid fluid entering the chamber in plate 18 through a pipe 21 anddischarging through a pipe 22 which leads from the chamber within plate19.

Each end of each cylinder 10 is provided with an extension 23 and formedin each,

suitable bearings 30 seated in the extension 23.

Posltloned on each rod is a compression spring 31, the same beingarranged to maintain the valve in closed position upon its stem. Thestems or rods of the valves at the upper ends of the cylinders projectdownwardly, while the stems or rods of the valves at the lower ends ofthe cylinders project upwardly and the adjacent ends of all of thevalvestems terminate within cam shaft housings 32, which latter arefixed to the engine cylinders in any suitable manner.

Operating in suitable bearings formed on may circulate, said the ends ofthese housings-32 is a cam shaft 33 and formed integral therewith. orfixed thereto are cams 3d, the same. bein arran ed so as to bear directla ainst t e in g y g ends of the cylinder are closed as illustrated nerends of the valve stems orrods 29.

Fixed on one end of the cam shaft 30 is a sprocket wheel 35 andoperating thereupon is a sprocket chain 36 which passes around asprocket wheel'37 that is carried by a crank shaft '16. The sizes of thesprooket wheels 35 and 37 are such that'the cam shaft makes onerevolution for each two revolutions of the crank shaft.

Fixed to' each extension.

chamber 39 and eading therefrom, to the 23 is a manifold inlet valvechambers 25 are aragon Each manifold 38 is provided .,withy5ah exhaustchamber 41 and leading-'therei'rom-to the exhaust valve chambers 26 areports 42.

Ordinary spark plugs such as 43 are seated in the walls of the enginecylinders with the g1 points of said plugs tion chambers 24;. 26)

positioned in the ignias follows:

y will be noted that, as the p1sto'n-12 moves downward on one" of itsstrokes, the inlet valve at the u per end of the cylinder is open andthe, e of said cylinder isalso open, said valves being thus po's'tionedby the corresponding cams on 'shaftv 33, with the result that a chargeofexplosive .vapor is drawn into the chamber ll above the piston andsimultaneously the burnt gases produced lower ortion of the chamber areforced outwar through the openin exhaust valve at the lower end of thecylin er. While this stroke takes. place, the exhaust valve at the upperend of the cylinder and inlet valve at the lower endof the cylinder areclosed.

piston, the exhaust valve at the lower end of the cylinder closes andthe corresponding inlet valve opens, thereby permitting a charge ofexplosive vapor to be drawn intothe' lower portion of chamber 11 andsimultaneously the charge of explosive vapor drawn intothe upper portionofsaid chamber is compressed therein by reason of'the fact that thepiston is moving upwardly in tticombined power and compression strokehesame bein provided With'anintake The operation of improved engineisreferring to diagram.- A of Fig. 2, it

aus t valve at the lower end a by the fir ing of the charge previouslydrawn into the 7 On the succeeding upward stroke of the the chamber andboth exhaust and inlet;

with the result that the explosive charge drawn into the; lower portionof the chamber 11 will be compressed. During this stroke, the inlet andexhaust valves at both in diagram 0, Fig. 2.

When the piston. reaches its lower limit of movement on the combinedpower and compression stroke as just described, a spark is producedbetween the points of the spark plug in the lower end of the cylinder,with the result that the piston is driven upwardly on its combin'edpowerand exhaust stroke, during which time the exhaust valve at the upper endofthecylinder is open, thereby ermitting the burnt gases to bedischarged mm the upper portion of chamber 11. -During this stroke, theinlet valve at the upper end of the cylinder and both inlet and exhaustvalves at the lower end of the c linder are closed as graphicallyillustrated by diaamD, Fig. 2.

y The space between b plates such as X, thus formingan inchased chamberin which the pitman orconno necting rod 15 operates, The crank case 17is preferably filled or partially filled with lubricating oil and as.the crank revolves insaid case, a ortion of said oil will be carriedupwar through opening 20 and will-be thrown from the pitman orconnecting rod 15 through the o en ings'M, with the result that theinner aces of the walls of the chambers 11 and the external faces of thepistons 12 will be efiectually lubricated.

It will be noted that each manifold is provided with a passageway forthe explosive mixture drawn into the engine cylinders and likewise witha passageway for the discharge of the burnt gases, and by virtue of thisconstruction each manifold is heated to a considerable degree by theexhaust passing therethrough, with the result that the exthe cylindersis closed plosive vapor will be pro-heated to a consid- .erable extentbefore it passes into the combustion chamber within the cylinder.

llt will'be understood that amulti-cylinder engine can be constructedinaccordance. with. my invention, and where such construction is myemployed, it is only necessary to duplicate or multiply the constructionherein illustrated and described.

An engine of my improved construction is comparatively simple, iseficient to a are comparatively high degree and owin to its compactness,is particularly adapta le fori ske in motor vehicles, power boats, andthe lit will be readily understood that minor 1% changes in the size,form and constructionof the various parts of my improved engine can bemade and substituted for those herein shown a and described, withoutdeparting from the spirit of my invention,.13o

the scope of which is set forth in the appended claims.

I claim:

1. In an internal combustion engine, a'

a double-headed piston arranged for operation within each cylinder, ashaft connecting the central portions of the piston, which shaft passesthrough the slots in the walls of the cylinders, a pitman journaled onthe central portion of said shaft, which pitman passes through theopening in the top of the crank case, a crank shaft arranged foroperation Within the crank case to which shaft the lower end of thepitman is connected, valves arranged at both ends of the cylinders forcontrolling the inletof explosive vapor into said cylinders and thedischarge of burnt gases from said cylinders, housings fixed to theengine cylinders,

a cam shaft journaled in said housings, cams on said shaft within saidhousings, and valve stems extending from the inlet and exhaust valvesinto said housings, the inner ends of which valve stems normally engagethe cams in said housings.

2. In an internal combustion engine, a pair of cylinders arranged sideby side, there being vertically disposed openings formed in the adjacentwalls of said cylinders, a plate applied to the upper ends of thecylinders for closing the combustion chambers therein, a crank caseapplied to the lower ends of the cylinders, a portion of which crankcase constitutes a plate to close the lower ends of the combustionchambers in said cylinders, there being an openin in said plate betweenthe cylinders, a dou leheaded piston arranged for operation within eachcylinder, a shaft connecting the central portions of the piston, whichshaft passes through the slots in the walls of the cylinders, a pitmanjournaled on the central portion of said shaft, which pitman passesthrough the opening in the top of the crank case, a crank shaft arrangedfor operation within the crank case to which shaft the j lower end of hepitman is connected, plates secured to the cylinders for closing thespace in which the pitman operates, inlet and exhaust valves arranged atboth ends of both cylinders for controlling the inlet of explosive vaporinto the ends of each combustion chamber and for controlling thedischarge of burnt gases from said chamber, housings fixed to the enginecylinders, valve stems carried by theinlet and exhaust valves, whichstems extend into the housings, a cam shaft journaled in said housings,cams on said{ shaft within the housings,

which cams engage the inner ends of the valve stems, and a drivingconnection from the crank shaft to said camshaft.

In testimony whereof I hereunto afiix my signature in the presence oftwo witnesses, this 21st day ofNovember, 1916.

MARION M. McCOY.

Witnesses:

M. P. SMITH, M. A. HANDEL.

